I set mine to 58PSI no port used at all. My injectors are 96lbhr and a 525lph pump. Set and forget has worked from 2007 for me and over 100,000 on same motor with some minor repairs here and there. If you over complicate a simple task to much can go wrong to fast!!

 

Yes, would like to have it that simple. When I get the time to get the 05 ready for tuning again... Will go by what the new tuner wants me to set the truck up as for his tuning.

 

Humm..

 

That's purty looking.

 

Just researching some pic's to open up the plenum some.

 

Thinking very seriously of trying out this fabricated intake manifold. Might have to mod it. Will definitely have to mod the front timing cover... It's not a bad price either. $569.95 It's much cheaper than the OCP EFI duel plane intake manifold. Includes the fuel rail kit and O-ring gaskets.

Holley Sniper EFI 837262 Sniper EFI Race Series Fabricated Intake Manifold - Gen III Hemi

 

But, after reading this. Not so sure now. Thanks Rick for the info.

https://ls1tech.com/forums/forced-induction/1832586-holley-sniper-intake-review-3.html

 

I'm thinking QA must be a problem with the Sniper product line. I was questioned about fit when I bought a pair of Sniper valve covers. Mine are fine, but it's possible others are not. If I bought a intake manifold whether be a Sniper or other brand and it didn't fit properly I would simply return it and get a replacement or refund...

 

I think some of the QA issues with the Sniper is that one guy who gets one that's bad and thrashes it EVERY WHERE, I know when the Valve covers 1st came out. There was a lot of fitment issues complaints , but those post were from the same 2 people over 6 different forums , every covers I've been involved with has fit nicely , 1 had was warped ,it got sent back and holley was on it fast.

STU in that LSTech thread Keep in mind that Martin Smallwood works with CID (competition induction design) he's one of those guys who bitches about everything, same with Steve turbo....

I've had 5 of of the sniper intakes not including the ones we tested @ work in the last 2 month, 2 of the PART# 837262 both on Challengers, one was modified the front inlet was plated over and the top changed over to a flat plate with twin 4500 style carb mounting , the other was stock.
the other 3 were the cheaper 837032, 1 on a 2012 ram the others were a charger and a challenger, one of the 3 had a warped flange. and didn't line up on the p-side, sent it back, holley got us a new one in a week...that one had bad threads for the TB, sent it back and he went with a Edelbrock.

 

That might be trick to mount cooling coils in the plenum to circulate intercooler fluid. Would have to experiment with it to keep it from being too restrictive. Or cut the runners and insulate the plenum using rubber hoses and maybe cool the top plate externally?

 

Going to drive the truck around town one more time to get some spark plug readings. Been running it at 50psif and it's running ok. Still same a/f raio and rpm surging at/around 1500rpm and idle while in gear with the a/c on. But, a little better since lowering the fuel pressure. Then will pull the Ritter intake manifold to see if it can be ported & polished on number 1, 7, 2 & 8 port runners. Want to try and see if the port work will make the spark plugs look more even firing. The spark plugs that got replaced, do look to be running richer on number 1, 7, 2, & 8 off of the main coil spark plugs for those cylinders. Even though dropping the fuel pressure down has made the spark plugs look better. Those cylinders do look to be running richer. All I can do is try. If it works, cool. If not, will be installing a different intake manifold.

PS. I'm assuming that the 80lbs injectors were scaled correctly in the present tune...

 

opcorn: How did the assumption go ?

 

The ATS trans and Copilot are working good at least. :thumb:

 

When the 392 was in the 03. It didn't have this problem with the spark plugs running richer on # 1, 7, 2, & 8 cylinders when running the KRC 390 tune... It did have the Ritter intake manifold on the engine with the 6.1 heads. The only difference from the 392 in the 03 to what it is now in the 05 is the stage 4 turbo cam, BBK 90mm throttle body and 80lbs injectors. The stage 4 turbo cam has also dropped the cr down to around 9:1.

 

Did a dead stop, roll into full throttle with 6psi boost test run while driving the truck around town today. Only up to the 65mph speed limit. At 6psi boost, the a/f ratio was 10.0. That was with the fuel pressure dropped down to 50psi with the boost port plugged into the intercooler. The fuel pressure was at 56psi @ 6psi boost. Looks like it wont need the boost port hooked up... Just wanted to make sure it didn't run lean after lowering the fuel pressure.

Actually thinking of dropping the fuel pressure down a little more just to see what it does.

 

Did a dead stop, roll into full throttle with 6psi boost test run

Also wanted to see how fast the turbo boosted up. Didn't want it to boost up too fast. It has a steady boost up and that's what I wanted. Need to get the manual boost controller off the 03.

 

What tune are you running in the truck?

 

Did find out from HHP that the stage 4 turbo cam was developed using a ported 6.1 intake manifold.

They did say that the Holley sniper fabricated intake manifolds looks promising.

 

Did some more research on the Ritter intake manifold. Jason(HHP) has only seen them used on race cars. Jason has a Ritter on his race car with a single turbo. They haven't had any problems with them on a race car application. For what I want the 05 to be able to do. Looks like it will have to have a different intake manifold.

 

when you want to sell the Ritter you have PM me

 

The 6.1 is the best over all intake up to about 800hp
Any more than that you should run the Ritter

 

Just a street truck. Only need 300-350ish rwhp/tq...

 

Yeah right........:coolsmiley:

 

Test fit.

 

What are these problems you speak of? Mine was built using a junk yard trans and all stock Internals so that I could test the power limits of the unit. I have broken some stuff but I also expected to. The lockup issue some were having was with the full manual which is not even needed you can run auto. Other than that there really is no issues. All out issue combined likely add up to a sharadon rebuild lol and still way better perf wise. By all means you can swap to a Chevy trans around 5k for the right setup but might as well buy a Chevy for that and ditch the hemi all together. The Chevy 60/80 has virtually the same ratios as the 518 and I like my OD 727!

 

Everyone has their own preference in transmissions.

I like this trans.
http://atiracing.com/products/trans/400/Hemi-t400-hot-rod.html

 

Love me some TH 400 behind turbos(skip to 9.24)...this guy is one serious 4 banger guy.
https://www.youtube.com/watch?v=tzkYEuhX5Pg
4l80E is So much better.
https://www.youtube.com/watch?v=vHowb81yVYc
https://www.youtube.com/watch?v=zjYbbR4H0qQ

All trans have issues..

 

The only issues with the 46rh/518 valves body's has been with the CRT manual vb with John Cope's torque converter lockup design. He apparently brought it market prematurely, not having worked out the bugs in it's design. My Martin Saine manual vb works without issue, as had his 46rh trans that I've been beating on for several years... IMO, there are only two auto transmissions that make sense swapping to, 46rh and nag1. Both can be built to hold 1000hp.

 

 

Try this again...

ATI HEMI T400 - Hot Rod Magazine

 

Cool thing is it makes 1050 at the rear Wheels ,with a Proflite 727 it would make 1125.

I always found it sad that the 727 just doesn't get love it needed from the aftermarket , no one does cases ,there is a lot of great strong aftermarket internals but no cases ,looks like once there're gone , there're gone.
.. the two major draw backs of the 727 , 1 has always been the converter, the GM's THseries had more area from Bell to front pump which allows for a deeper converter shell which in turn allows for higher stalls and stronger converters, that's why the Prostock guys in the 70s were pushing NHRA to allow the Clutch Filte trans* ...NHRA didn't go for it.
The 2nd was the fact that in stock form it could take almost twice the FTlbs of Tq over the TH400 , GM guys needed the after market to help them out. I never begrudge any one for going to the TH series trans... if this hobby survives another 20-30 years 9 out of 10 will have to run a TH trans even the fud guys.... you know one of the great Ironies in the HP Auto trans world , Carl Rossler's own 68 Hemi Cuda has a proFlite 727 in it....


*Clutch Flite was where you replaced the Converter with a Manual trans Clutch, trans Pump was external and ran off the crankshaft